Shift and brake control device

ABSTRACT

A shift and brake control device is configured to combine an electrical shift operating device and a cable operated brake operating device. The control device basically has a brake lever bracket with a pivotally mounted brake lever moveably coupled to the brake lever bracket to move between a rest position and a braking position along a brake operating plane, and at least one an electrical shift control switch. The electrical shift control switch is either fixedly mounted to the brake lever or the brake lever bracket. When two electrical shift control switches are used, the electrical shift control switches are mounted to both the brake lever and the brake lever bracket. In some embodiments, the electrical shift control switch has a rotating operating member, while other embodiments have a sliding operating member.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional application of U.S. patent applicationSer. No. 10/721,070 filed on Nov. 26, 2003, pending. The entiredisclosures of U.S. patent application Ser. No. 10/721,070 is herebyincorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention generally relates to an electrical shift and brakecontrol device for a bicycle transmission. More specifically, thepresent invention relates to an electrical shift and brake controldevice that combines an electrical shift control device and a cableoperated brake operating device.

2. Background Information

Bicycling is becoming an increasingly more popular form of recreation aswell as a means of transportation. Moreover, bicycling has become a verypopular competitive sport for both amateurs and professionals. Whetherthe bicycle is used for recreation, transportation or competition, thebicycle industry is constantly improving the various components of thebicycle as well as the frame of the bicycle. One component that has beenextensively redesigned is the bicycle shifting mechanism.

In the past, the operating force applied by the fingers to a shiftcontrol lever was transmitted to the drive component of a bicycleshifting mechanism by a cable that was fixed at one end to the controllever. More recently, electric switches mounted on the handlebar havebeen used instead of control levers in order to operate the bicycleshifting mechanism. For example, as shown in Japanese Laid-Open PatentApplication No. 5-338581 and U.S. Pat. No. 5,358,451, a plurality ofelectric switches may be provided to a plurality of handlebar locationsin order to allow for quicker shifts and to enhance responsiveness.However, the operation of the shifter and the operation of the brakesare often related to one another, and it is often inconvenient to movethe hands around the handlebar to operate the brakes and then shift thebicycle transmission.

In view of the above, it will be apparent to those skilled in the artfrom this disclosure that there exists a need for an improved electricalshift and brake control device. This invention addresses this need inthe art as well as other needs, which will become apparent to thoseskilled in the art from this disclosure.

SUMMARY OF THE INVENTION

One object of the present invention is to provide a control device thatcombines both shifting and braking operations into a single controldevice that is easy to operate.

Another object of the present invention is to provide a compact andinexpensive bicycle control device that allows the rider to carry outbraking and speed change operations without difficulty.

In accordance with one aspect of the invention, an electrical shift andbrake control device is provided that basically comprises a brake leverbracket, a brake lever and an electrical shift control switch. The brakelever bracket is configured to be mounted to a handlebar, the brakelever bracket including an inner side wall, an outer side wall, a frontwall and a bottom wall. The brake lever is coupled to the brake leverbracket. The electrical shift control switch is fixedly mounted to atleast one of the inner side wall, the outer side wall, the front walland the bottom wall of the brake lever bracket. The electrical shiftcontrol switch includes an operating member that is arranged andconfigured to move relative to the brake lever bracket between a firstactuating position and a second actuating position.

In accordance with another aspect of the invention, an electrical shiftand brake control device is provided that basically comprises a brakelever bracket, a brake lever and an electrical shift control switch. Thebrake lever bracket is configured to be mounted to a handlebar. Thebrake lever is coupled to the brake lever bracket along a brakeoperating plane. The electrical shift control switch includes anoperating member. The electrical shift control switch being at least oneof: mounted to the brake lever with the operating member of theelectrical shift control switch arranged and configured to rotaterelative to the brake lever about a first rotationally operating axisthat is not perpendicular to the brake operating plane; and mounted tothe brake lever bracket with the operating member of the electricalshift control switch arranged and configured to rotate relative to thebrake lever bracket about a second rotationally operating axis that isnot parallel to the brake operating plane.

In accordance with another aspect of the invention, an electrical shiftand brake control device is provided that basically comprises a brakelever bracket, a brake lever and an electrical shift control switch. Thebrake lever bracket is configured to be mounted to a handlebar. Thebrake lever bracket includes an inner lateral side wall. The brake leveris coupled to the brake lever bracket. The electrical shift controlswitch including an operating member, the electrical shift controlswitch being at least one of: mounted to the brake lever with theoperating member of the electrical shift control switch arranged andconfigured to move in a linear sliding manner between a first relativeposition and a second relative position; and mounted to the brake leverbracket with the operating member of the electrical shift control switcharranged and configured to move in a linear sliding manner relative tothe brake lever bracket between a first actuating position and a secondactuating position.

These and other objects, features, aspects and advantages of the presentinvention will become apparent to those skilled in the art from thefollowing detailed description, which, taken in conjunction with theannexed drawings, discloses a preferred embodiment of the presentinvention.

BRIEF DESCRIPTION OF THE DRAWINGS

Referring now to the attached drawings which form a part of thisoriginal disclosure:

FIG. 1 is a side elevational view of a bicycle equipped with a pair ofelectrical shift and brake control devices (only one shown) inaccordance with a first embodiment of the present invention;

FIG. 2 is a partial enlarged front elevational view of the handlebarwith the right and left electrical shift and brake control devices inaccordance with the present invention;

FIG. 3 is an enlarged inside elevational view of the left hand sidecontrol device illustrated in FIG. 2 in accordance with the presentinvention, with the brake lever in the normal rest (non-braking)position;

FIG. 4 is an enlarged front elevational view of the left hand sidecontrol device illustrated in FIG. 3 in accordance with the presentinvention, with the brake lever in the normal rest (non-braking)position;

FIG. 5 is an enlarged front elevational view of the right hand sidecontrol device illustrated in FIGS. 1 and 2 in accordance with thepresent invention;

FIG. 6 is an enlarged side elevational view of the right hand sidecontrol device illustrated in FIG. 5 in accordance with the presentinvention, with the brake lever in the normal rest (non-braking)position;

FIG. 7 is an enlarged side elevational view of the right hand sidecontrol device illustrated in FIGS. 5 and 6 in accordance with thepresent invention, with the brake lever in the braking position;

FIG. 8 is a cross sectional view of the right hand side control deviceillustrated in FIGS. 5–7 in accordance with the present invention asseen along section line 8—8 of FIG. 5;

FIG. 9 is partial cross sectional view of the right hand side controldevice illustrated in FIGS. 5–8 as seen along section line 9—9 of FIG.8;

FIG. 10 is an elevational view of the first electrical shift controlswitch illustrated in FIGS. 3–8 for either the right or left hand sidecontrol device in accordance with the first embodiment of the presentinvention;

FIG. 11 is a longitudinal cross sectional view of the electrical shiftcontrol switch illustrated in FIG. 10 as seen along section line 11—11of FIG. 10;

FIG. 12 is an elevational view of the electrical shift control switchillustrated in FIGS. 10 and 11 with the base removed to shown theelectrical shift control switch in the neutral position, i.e., themovable contacts spaced from the stationary contacts so that noelectrical connection is made between the contacts;

FIG. 13 is an elevational view of the electrical shift control switchillustrated in FIGS. 10–12 with the base removed to shown the electricalshift control switch in the upshift position, i.e., one of the movablecontacts one of the stationary contacts so that an electrical connectionis established between the contacts;

FIG. 14 is an elevational view of the electrical shift control switchillustrated in FIGS. 10–13 with the base removed to shown the electricalshift control switch in the downshift position, i.e., one of the movablecontacts one of the stationary contacts so that an electrical connectionis established between the contacts;

FIG. 15 is an enlarged inside elevational view of a left hand sidecontrol device illustrated in accordance with a second embodiment of thepresent invention, with the brake lever in the normal rest (non-braking)position;

FIG. 16 is an enlarged front elevational view of the left hand sidecontrol device illustrated in FIG. 15 in accordance with the secondembodiment of the present invention, with the brake lever in the normalrest (non-braking) position;

FIG. 17 is an elevational view of the electrical shift control switch inaccordance with the second embodiment of the present invention;

FIG. 18 is a longitudinal cross sectional view of the electrical shiftcontrol switch illustrated in FIG. 17 as seen along section line 18—18of FIG. 17;

FIG. 19 is an elevational view of the electrical shift control switchillustrated in FIGS. 17 and 18 with the knob removed to shown theelectrical shift control switch in the neutral position, i.e., themovable contacts spaced from the stationary contacts so that noelectrical connection is made between the contacts;

FIG. 20 is an elevational view of the electrical shift control switchillustrated in FIGS. 17–19 with the knob removed to shown the electricalshift control switch in the upshift position, i.e., one of the movablecontacts one of the stationary contacts so that an electrical connectionis established between the contacts;

FIG. 21 is an elevational view of the electrical shift control switchillustrated in FIGS. 17–20 with the cover and dial removed to shown theelectrical shift control switch in the downshift position, i.e., one ofthe movable contacts one of the stationary contacts so that anelectrical connection is established between the contacts;

FIG. 22 is an enlarged inside elevational view of a left hand sidecontrol device illustrated in accordance with a third embodiment of thepresent invention, with the brake lever in the normal rest (non-braking)position;

FIG. 23 is an enlarged front elevational view of the left hand sidecontrol device illustrated in FIG. 22 in accordance with the thirdembodiment of the present invention, with the brake lever in the normalrest (non-braking) position;

FIG. 24 is an elevational view of the electrical shift control switch inaccordance with the third embodiment of the present invention;

FIG. 25 is a longitudinal cross sectional view of the electrical shiftcontrol switch illustrated in FIG. 24 as seen along section line 25—25of FIG. 24;

FIG. 26 is an elevational view of the electrical shift control switchillustrated in FIGS. 24 and 25 with the knob removed to shown theelectrical shift control switch in the neutral position, i.e., themovable contacts spaced from the stationary contacts so that noelectrical connection is made between the contacts;

FIG. 27 is an elevational view of the electrical shift control switchillustrated in FIGS. 24–26 with the knob removed to shown the electricalshift control switch in the upshift position, i.e., one of the movablecontacts one of the stationary contacts so that an electrical connectionis established between the contacts; and

FIG. 28 is an elevational view of the electrical shift control switchillustrated in FIGS. 24–27 with the cover and dial removed to shown theelectrical shift control switch in the downshift position, i.e., one ofthe movable contacts one of the stationary contacts so that anelectrical connection is established between the contacts.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Selected embodiments of the present invention will now be explained withreference to the drawings. It will be apparent to those skilled in theart from this disclosure that the following descriptions of theembodiments of the present invention are provided for illustration onlyand not for the purpose of limiting the invention as defined by theappended claims and their equivalents.

Referring initially to FIGS. 1 and 2, a bicycle 10 is illustrated with apair of electrical shift and brake control devices 12R and 12L (only oneshown in FIG. 1) mounted on a bicycle handlebar 14 in accordance with afirst embodiment of the present invention. The right and left hand sidecontrol devices 12R and 12L are essentially identical in constructionand operation, except that that are mirror images. Thus, only one of thecontrol devices 12R and 12L will be discussed and illustrated herein.Moreover, the parts of right and left hand side control devices 12R and12L that are identical or mirror images will be given the same referencenumerals for the sake of brevity.

The right hand side control device 12R is operatively coupled to a rearderailleur 16 via a cycle computer 24, while the left hand side controldevice 12L is operatively coupled to a front derailleur 20 via the cyclecomputer 24. Also, the right hand side control device 12R is directlycoupled to a rear braking device 18 via a brake cable 18 a, while theleft hand side control device 12L is directly coupled to a front brakingdevice 22 via a brake cable 22 a.

Since these most of the parts of the bicycle 10 are well known in theart, most of the parts of the bicycle 10 will not be discussed orillustrated in detail herein, except for the parts relating to thecontrol devices 12R and 12L of the present invention. Moreover, variousconventional bicycle parts, which are not illustrated and/or discussedin detail herein, can also be used in conjunction with the presentinvention.

As best seen in FIG. 2, the electrical shift and brake control devices12R and 12L forms a bicycle braking/shifting mechanism that isconfigured and arranged to be fixedly coupled to the bicycle handlebar14. Basically, each of the electrical shift and brake control devices12R and 12L comprises a support member or brake lever bracket 30, abrake lever 32, a brake lever biasing member 34, a first electricalshift control switch 36 and a second electrical shift control switch 38.

Referring to FIGS. 3–6, the brake lever bracket 30 has an inner sidewall 30 a, an outer side wall 30 b, a front wall 30 c and a bottom wall30 d. The brake lever bracket 30 basically comprises a rigid support orgripping body 40, a band or tube clamp 42 and an outer bracket cover 44as best seen in FIG. 8. The gripping body 40 is configured and arrangedto be fixedly coupled to the bicycle handlebar 14 by the band clamp 42in a relatively conventional manner. Of course, it will be apparent tothose skilled in the art from this disclosure that other mountingmechanisms can be used. The gripping body 40 is configured as abox-shaped bracket that facilitates gripping by the rider. The grippingbody 40 includes a distal end portion 40 a and a mounting end portion 40b. The mounting end 40 b is configured and arranged to be coupled to thebicycle handlebar 14, while the distal end portion 40 a islongitudinally spaced from the mounting end portion 40 b. The mountingend portion 40 b has the band clamp 42 secured to the bicycle handlebar14. The distal end portion 40 a of the gripping body 40 pivotallysupports the brake lever 32 to the gripping body 40 by a pivot pin 40 cabout a rotationally operating axis or brake pivot axis A1. In thecontrol device 12R, as seen in FIG. 8, the brake cable 18 a is fixedlycoupled to the brake lever 32 such that the inner wire is pulled whenthe rider squeezes the brake lever 32. Likewise, the brake cable 22 a isfixedly coupled to the brake lever 32 of the control device 12L suchthat the inner wire is pulled when the rider squeezes the brake lever32.

The outer bracket cover 44 is disposed over a majority of the exteriorsurface of the gripping body 40. The outer bracket cover 44 overliesmost of the second electrical shift control switch 38. Preferably, theouter bracket cover 44 is constructed of a resilient synthetic material.

The brake lever biasing member 34 is preferably a spring that is mountedbetween the brake lever 32 and the gripping body 40 to urge the brakelever 32 from a braking position to a normal rest (non-braking)position. In particular, the brake lever 32 is basically pivoted aboutthe brake pivot axis A1 by the rider pulling or squeezing the brakelever 32 toward the handlebar 14 along a brake operating plane P suchthat the inner wire of the brake cable 18 a or 22 a is pulled.

The first electrical shift control switch 36 is fixedly coupled to alower intermediate portion of the brake lever 32 via a pair of screws52. Thus, the first electrical shift control switch 36 moves with thebrake lever 32 when the brake lever 32 is pivoted about the brake pivotaxis A1 from the braking position to the rest position along the cableoperating plane P. Preferably, the first electrical shift control switch36 is mounted to the rearwardly spacing surface of the brake lever 32such that the rider can operate the first electrical shift controlswitch 36 using a finger or a thumb. In the illustrated embodiment, thelateral width of the first electrical shift control switch 36 is lessthan or substantially equal to the width of the brake lever 32 such thatthe first electrical shift control switch 36 is not visible when viewedfrom the front of the bicycle 10. This arrangement protects the firstelectrical shift control switch 36 in the event that the bicycle 10should fall over on its side.

As best seen in FIGS. 2, 3 and 6, the second electrical shift controlswitch 38 is fixedly coupled to an inner side wall of the brake leverbracket 30. Preferably, a part of the gripping body 40 of the brakelever bracket 30 is integrally formed with the second electrical shiftcontrol switch 38. This arrangement protects the second electrical shiftcontrol switch 38 in the event that the bicycle 10 should fall over onits side.

As best seen in FIG. 2, the cycle computer 24 is electrically coupled tothe first and second electrical shift control switches 36 and 38 of eachof the control devices 12R and 12L via a pair of electrical cords 54. Inparticular, as seen in FIGS. 8, 12–14, each of the electrical cords 54has a pair of first electrical conductors 54 a, a pair of secondelectrical conductors 54 b and a pair of third electrical conductors 54c, which are electrically coupled to the first and second electricalshift control switches 36 and 38. When one of the first conductors 54 ais electrically connected to one of the second electrical conductors 54b via the first electrical shift control switch 36 or the secondelectrical shift control switch 38, then a downshift signal istransmitted to the cycle computer 24. On the other hand, when one of thefirst conductors 54 a is electrically connected to one of the thirdelectrical conductors 54 c via the first electrical shift control switch36 or the second electrical shift control switch 38, then an upshiftsignal is transmitted to the cycle computer 24.

Basically, the first electrical shift control switch 36 includes ahousing 60, an operating member 61 and an electrical contact assembly62, as seen in FIG. 11. The operating member 61 is rotatably coupled tothe housing 60 and operatively coupled to the electrical contactassembly 62. The electrical contact assembly 62 mounted within thehousing 60 and configured and arranged to be operated by the operatingmember 61. As explained below in more detail, the first electrical shiftcontrol switch 36 has a first actuating or upshift position, a secondactuating or downshift position and a neutral or rest position locatedbetween the first and second actuating positions. Accordingly, the firstelectrical shift control switch 36 can be utilized for both upshiftingand downshifting of one of the derailleur 16 and 20 depending on whichof the control devices that the electrical shift control switch 36 ismounted.

Preferably, the housing 60 is constructed of two pieces. For example,the housing 60 as illustrated, includes a base 64 and a cover 66 that isfixedly coupled to the base 64. The base 64 and cover 66 are preferablyconstructed of a hard rigid material such as a hard rigid plasticmaterial. The electrical contact assembly 62 is housed within thehousing 60 between the base 64 and the cover 66 and electrically coupledto the electrical conductors 54 a–54 c of the electrical cord 54.

The operating member 61 protrudes out from the cover 66 of the housing60 such that rotational movement of the operating member 61 causes theelectrical contact assembly 62 to move from a normal or rest position toone of the two actuating positions as explained below. The operatingmember 61 basically has a knob or dial (user engagement element) 70, apivot shaft 72 and a toggle member 74. The knob 70 is fixedly attachedthe outer end of the pivot shaft 72 by a set pin 76 that contacts a flatportion of the outer end of the pivot shaft 72. The inner end of thepivot shaft 72 has the toggle member 74 fixedly coupled thereto. Thus,rotation of the knob 70 by the rider causes the pivot shaft 72 and thetoggle member 74 to rotate therewith.

Preferably, a bearing assembly 78 is positioned between the cover 66 andthe pivot shaft 72 such that the operating member 61 pivots or rotatessmoothly about a rotationally operating axis or pivot axis A2.Preferably, the pivot axis A2 of the operating member 61 lies in thebrake lever operating plane P of the brake lever 32. Thus, the pivotaxis A2 of the operating member 61 is substantially perpendicular ororthogonally arranged relative to the brake pivot axis A1. The operatingmember 61 includes a first or primary actuating member or protrusion 61a arranged at a first angular location relative to the pivot axis A2,and a pair of secondary actuating members or protrusions 61 b and 61 carranged at second and third angular locations relative to the pivotaxis A2 that are space from the first angular location of the firstactuating member 61 a.

As seen in FIG. 12–14, the electrical contact assembly 62 preferablyincludes a common contact bar 80, a first stationary contact 82, a firstmovable (upshift) contact 84, a second stationary contact 86, a secondmovable (downshift) contact 88 and a biasing element 90 formed of a pairof leaf springs 90 a and 90 b. Generally, when the first electricalshift control switch 36 is in a rest position, the toggle member 74 ofthe operating member 61 is located centrally between the first andsecond movable contacts 84 and 88. In particular, the biasing element 90holds the toggle member 74 of the operating member 61 in a rest positionbetween the first and second movable contacts 84 and 88. However, whenthe rider rotates the knob 70 of the operating member 61, this causesthe pivot shaft 72 to pivot the toggle member 74 against one of themovable contacts 84 and 88. This pivotal movement of the toggle member74 causes one of the movable contacts 82 and 88 to be deflected suchthat the deflected movable contact directly contacts the correspondingone of the stationary contacts 82 and 86. More specifically, when theknob 70 of the operating member 61 is rotated in a clockwise direction(counterclockwise direction as viewed from the bottom of the switch 36in FIGS. 12–14), the toggle member 74 deflects the first movable contact84 such that the first movable contact 84 contacts the first stationarycontact 82. Thus, an electrical connection is made between the firststationary contact 82 and the first movable contact 84 such that anupshift control signal is sent to the cycle computer 24, which in turnoperates one of the derailleurs 16 and 20 to cause an upshift to occur.If the knob 70 of the operating member 61 is rotated in acounterclockwise direction (clockwise direction as viewed from thebottom of the switch 36 in FIGS. 12–14), a downshift of one of thederailleurs 16 and 20 occurs. In particular, rotation of the knob 70 ofthe operating member 61 causes the toggle member 74 to deflect thesecond movable contact 88 against the second stationary contact 86 toresult in an electrical connection therebetween. This electricalconnection causes a control signal to be inputted into the cyclecomputer 24 such that a downshift control signal is sent to one of thederailleurs 16 and 20.

The cycle computer 24 is electrical coupled to the first electricalshift control switch 36 via the electrical cord 54. In particular, thefirst electrical conductor 54 a of the electrical cord 54 iselectrically connected to the common contact bar 80. The secondelectrical conductor 54 b of the electrical cord 54 is electricallyconnected to the first stationary contact 82, while the third electricalconductor 54 c of the electrical cord 54 is electrically connected thesecond stationary contact 86. When the first contacts 82 and 84 aretouching, the first conductor 54 a is electrically connected to thesecond electrical conductor 54 b to transmit an upshift control signalto the cycle computer 24. On the other hand, when the second contacts 86and 88 are touching, the first conductor 54 a is electrically connectedto the third electrical conductor 54 c to transmit a downshift controlsignal to the cycle computer 24.

Basically, the first stationary contact 82 includes a wiring plate 82 aand a contact element 82 b with a first stationary engagement surface.The first stationary contact 82 is constructed of a rigid electricalconductive material such as those known in the art. The first stationarycontact 82 is fixedly secured to the housing 60 when the base 64 and thecover 66 are fixedly coupled together. The second electrical conductor54 b of the electrical cord 54 is electrically connected to the firststationary contact 82 by soldering or otherwise attaching the conductorto the wiring plate 82 a.

The first movable contact 84 includes a first mounting element 84 a witha contact element 84 b mounted on one end of the first mounting element84 a, and a second mounting element 84 c coupled to the other end of thefirst mounting element 84 a. The elements 84 a–84 c of the first movablecontact 84 are constructed of rigid electrical conductive materials suchthat an electrical path is created by these elements. The first mountingelement 84 a is swingably mounted to the common contact bar 80 and thesecond mounting element 84 c such that the first mounting element 84 amoves between a normal or rest position and an actuating position inresponse to the clockwise rotation of the knob 70 of the operatingmember 61. Thus, the contact element 84 b has a movable engagementsurface that is arranged and configured to move with the first mountingelement 84 a when the operating member 61 is operated. In other words,the movable engagement surface of the contact element 84 b of the firstmovable contact 84 selectively moves into electrical engagement with thefirst stationary engagement surface of the contact element 82 b of thefirst stationary contact 82 upon clockwise rotation of the knob 70 ofthe operating member 61 to the first actuating or upshift position.

The second mounting element 84 c is coupled between the common contactbar 80 and the free end of the first mounting element 84 a to controlthe swinging or pivotal movement of the first mounting element 84 a.Thus, the second mounting element 84 c is pivotally mounted at its firstend to the common contact bar 80 and at its second end to the firstmounting element 84 a. The leaf spring 90 a of the biasing element 90 iscoupled between the common contact bar 80 on the first mounting element84 a such that the first and second mounting elements 84 a and 84 curges the toggle member 74 of the operating member 61 to the center restposition and the contact element 84 b out of engagement with thestationary contact element 82 b.

This arrangement of the leaf spring 90 a together with the first andsecond mounting elements 84 a and 84 c form parts of an audible clickingstructure that is configured and arranged to produce an audible soundthat occurs upon selective movement of the operating member 61 to thefirst actuating position. In other words, an audible clicking soundoccurs simultaneous with the movable engagement surface of the contactelement 84 b engaging the stationary engagement surface of the contactelement 82 b.

Basically, the second stationary contact 86 includes a wiring plate 86 aand a contact element 86 b with a second stationary engagement surface.The second stationary contact 86 is constructed of a rigid electricalconductive material such as those known in the art. The secondstationary contact 86 is fixedly secured to the housing 60 when the base64 and the cover 66 are fixedly coupled together. The third electricalconductor 54 c of the electrical cord 54 is electrically connected tothe second stationary contact 86 by soldering or otherwise attaching theconductor to the wiring plate 86 a.

The second movable contact 88 includes a first mounting element 88 awith a contact element 88 b mounted on one end of the first mountingelement 88 a, and a second mounting element 88 c coupled to the otherend of the first mounting element 88 a. The elements 88 a–88 c of thesecond movable contact 88 are constructed of rigid electrical conductivematerials such that an electrical path is created by these elements. Thesecond mounting element 88 a is swingably mounted to the common contactbar 80 and the second mounting element 88 c such that the secondmounting element 88 a moves between a normal or rest position and anactuating position in response to the counterclockwise rotation of theknob 70 of the operating member 61. Thus, the second contact element 88b has a movable engagement surface that is arranged and configured tomove with the first mounting element 88 a when the operating member 61is operated. In other words, the movable engagement surface of thecontact element 88 b of the second movable contact 88 selectively movesinto electrical engagement with the second stationary engagement surfaceof the contact element 86 b of the second stationary contact 86 uponcounterclockwise rotation of the knob 70 of the operating member 61 tothe second actuating or downshift position.

The second mounting element 88 c is coupled between the common contactbar 80 and the free end of the first mounting element 88 a to controlthe swinging or pivotal movement of the first mounting element 88 a.Thus, the second mounting element 88 c is pivotally mounted at its firstend to the common contact bar 80 and at its second end to the firstmounting element 88 a. The leaf spring 90 b of the biasing element 90 iscoupled between the common contact bar 80 on the first mounting element88 a such that the first and second mounting elements 88 a and 88 c arebiased to move the toggle member 74 of the operating member 61 to thecenter rest position and the contact element 88 b out of engagement withthe stationary contact element 86 b.

This arrangement of the leaf spring 90 b together with the first andsecond mounting elements 88 a and 88 c form additional parts of theaudible clicking structure that is further configured and arranged toproduce an audible sound that occurs upon selective movement of theoperating member 61 to the second actuating position. In other words, anaudible clicking sound occurs simultaneous with the movable engagementsurface of the contact element 88 b engaging the stationary engagementsurface of the contact element 86 b.

The second electrical shift control switch 38 is fixedly coupled to theinner side wall of the brake lever bracket 30. The second electricalshift control switch 38 is either identical to the first electricalshift control switch 36 or the housing of the second electrical shiftcontrol switch 38 is modified to provided a more integrated housingcontrol switch. Preferably, the gripping body 40 of the brake leverbracket 30 forms a part of the housing of the second electrical shiftcontrol switch 38. Thus, other than the possible modification to thehousing of the second electrical shift control switch 38, the first andsecond electrical shift control switches 36 and 38 operate in anidentical manner. Of course, the second electrical shift control switch38 has its rotationally operating axis or pivot axis A3 oriented to besubstantially parallel the rotationally operating axis or brake pivotaxis A1 of the brake lever 32.

Second Embodiment

Referring now to FIGS. 15–21, a left hand side electrical shift andbrake control devices 212L will now be explained that is mounted to thebicycle handlebar 14 in accordance with a second embodiment of thepresent invention. The right hand side control device is essentiallyidentical in construction and operation to the left hand side electricalshift and brake control device 212L, except that they are mirror images.Thus, only the control device 212L will be discussed and illustratedherein.

Basically, the electrical shift and brake control device 212L isidentical to the electrical shift and brake control device 12L of thefirst embodiment, except that that the electrical shift control switches36 and 38 of the first embodiment have been replaced with a pair ofelectrical shift control switches 236 and 238 in accordance with thesecond embodiment. Accordingly, some of the parts of the secondembodiment that are identical or substantially identical will be giventhe same reference numerals as those used to explain the firstembodiment for the sake of brevity.

Thus, the electrical shift control switches 236 and 238 in accordancewith the second embodiment will now be explained as being installed onthe brake lever 32 and the brake lever bracket 30, respectively. In viewof the similarity between the first and second embodiments, thedescriptions of the parts of the second embodiment that are identical tothe parts of the first embodiment may be omitted for the sake ofbrevity.

Basically, the electrical shift control switch 236 includes a housing260, an operating member 261 and an electrical contact assembly 262. Theoperating member 261 is rotatably coupled to the housing 260 andoperatively coupled to the electrical contact assembly 262. Theelectrical contact assembly 262 mounted between the housing 260 and theoperating member 261. The electrical contact assembly 262 is configuredand arranged to be operated by the operating member 261. As explainedbelow in more detail, the electrical shift control switch 236 has afirst actuating or upshift position, a second actuating or downshiftposition and a neutral or rest position located between the first andsecond actuating positions. Accordingly, the electrical shift controlswitch 236 can be utilized for both upshifting and downshifting thederailleur 20. Of course, the electrical shift control switch 236 can beutilized for both upshifting and downshifting the derailleur 16 when theelectrical shift control switch 236 is mounted on the right hand sidecontrol device.

Preferably, the housing 260 is constructed of two pieces. For example,the housing 260 as illustrated, includes a base 264 and a cover 266 thatis fixedly coupled to the base 264. The base 264 and cover 266 arepreferably constructed of a hard rigid material such as a hard rigidplastic material. The electrical contact assembly 262 is housed withinthe housing 260 between the base 264 and the cover 266. The electricalcontact assembly 262 is electrically coupled to one set of theelectrical conductors 54 a–54 c of the electrical cord 54.

The operating member 261 protrudes out from the cover 266 of the housing260 such that rotational movement of the operating member 261 causes theelectrical contact assembly 262 to move from a normal or rest positionto one of the two actuating positions as explained below. The operatingmember 261 basically has a knob or dial 270 that is fixedly attached anouter end of a pivot shaft 272 by a set pin 276 that contacts a flatportion of the outer end of the pivot shaft 272. The inner end of thepivot shaft 272 is secured to the cover 266, and is operatively coupledto the electrical contact assembly 262. Thus, rotation of the knob 270by the rider causes the pivot shaft 272 to rotate therewith. Preferably,a bearing assembly 278 is positioned between the cover 266 and the pivotshaft 272 such that the operating member 261 pivots or rotates smoothlyabout the pivot axis A2. Preferably, the pivot axis A2 of the operatingmember 261 lies in the brake lever operating plane P of the brake lever32. Thus, the pivot axis A2 of the operating member 261 is substantiallyperpendicular or orthogonally arranged relative to the brake pivot axisA1.

The electrical contact assembly 262 preferably includes a commonstationary contact 280, a first stationary (upshift) contact 282, asecond stationary (downshift) contact 286, a movable contact 288 and abiasing element 290 formed of a torsion spring mounted on the pivotshaft 272. In this embodiment, the common stationary contact 280, thefirst stationary contact 282 and the second stationary (downshift)contact 286 are fixed to the cover 266 and arranged about the pivotshaft 272. The movable contact 288, on the other hand, is fixed to thepivot shaft 272 to rotate or pivot therewith. Generally, when the firstelectrical shift control switch 236 is in a rest position, the movablecontact 288 is located centrally between the first and second stationarycontacts 282 and 286. In particular, the biasing element 290 holds theoperating member 261 and the movable contact 288 in a rest positionbetween the first and second stationary contacts 282 and 286. However,when the rider rotates the knob 270 of the operating member 261, thiscauses the pivot shaft 272 to pivot the movable contact 288 to slideinto electrical engagement with one of the stationary contacts 282 and286. This movement of the movable contact 288 causes any oxidation orother contaminants to be wiped off of the contact or engagement surfacesof the stationary contacts 282 and 286 and the movable contact 288. Morespecifically, when the knob 270 of the operating member 261 is rotatedin a clockwise direction, the movable contact 288 slides into contactwith the first stationary contact 282. Thus, an electrical connection ismade between the first stationary contact 282 and the movable contact288 such that an upshift control signal is sent to the cycle computer24, which in turn operates the derailleur 20 to cause an upshift tooccur. If the knob 270 of the operating member 261 is rotated in acounterclockwise direction, a downshift of the derailleur 20 occurs. Inparticular, rotation of the knob 270 of the operating member 261 causesthe movable contact 288 slides into contact with the second stationarycontact 286 to result in an electrical connection therebetween. Thiselectrical connection causes a control signal to be inputted into thecycle computer 24 such that a downshift control signal is sent to thederailleur 20. The cover 266 has an abutment 267 that selectivelycontacts one of two abutments 273 and 275 that are formed on the knob270 to limit rotation of the knob 270.

Of course, the electrical shift control switch 236 can be utilized forboth upshifting and downshifting the derailleur 16 when the electricalshift control switch 236 is mounted on the right hand side controldevice.

The cycle computer 24 is electrical coupled to the electrical shiftcontrol switch 236 via the electrical cord 54 in the same manner as thefirst embodiment. In particular, the first electrical conductor 54 a ofthe electrical cord 54 is electrically connected to the commonstationary contact 280 and the movable contact 288. The secondelectrical conductor 54 b of the electrical cord 54 is electricallyconnected to the first stationary (upshift) contact 282, while the thirdelectrical conductor 54 c of the electrical cord 54 is electricallyconnected the second stationary (downshift) contact 286. When themovable contact 288 is touching the common stationary contact 280 andthe first stationary (upshift) contact 282, the first conductor 54 a iselectrically connected to the second electrical conductor 54 b totransmit an upshift control signal to the cycle computer 24. On theother hand, when the movable contact 288 is touching the commonstationary contact 280 and the second stationary (downshift) contact286, the first conductor 54 a is electrically connected to the thirdelectrical conductor 54 c to transmit a downshift control signal to thecycle computer 24.

Basically, the common stationary contact 280 is a ring shaped contactelement with a stationary engagement surface that is always touching themovable contact 288. The common stationary contact 280 is constructed ofa rigid electrical conductive material such as those known in the art.The common stationary contact 280 is fixedly secured to the cover 266 ofthe housing 260. The first electrical conductor 54 a of the electricalcord 54 is electrically connected to the common stationary contact 280by soldering or otherwise attaching the conductor thereto.

Basically, the first stationary contact 282 is an arc shaped contactelement with a first stationary engagement surface. The first stationarycontact 282 is constructed of a rigid electrical conductive materialsuch as those known in the art. The first stationary contact 282 isfixedly secured to the cover 266 of the housing 260. The secondelectrical conductor 54 b of the electrical cord 54 is electricallyconnected to the first stationary contact 282 by soldering or otherwiseattaching the conductor thereto.

Basically, the second stationary contact 286 is an arc shaped contactelement with a second stationary engagement surface. The secondstationary contact 286 is constructed of a rigid electrical conductivematerial such as those known in the art. The second stationary contact286 is fixedly secured to the cover 266 of the housing 260. The thirdelectrical conductor 54 c of the electrical cord 54 is electricallyconnected to the second stationary contact 286 by soldering or otherwiseattaching the conductor thereto.

The movable contact 288 moves with the pivot shaft 272 to slide intoelectrical engagement with one of the stationary contacts 282 and 286.Thus, the movable contact 288 is configured and arranged to selectivelyconnect the common stationary contact 280 to the stationary contacts 282and 286 using a sliding electrical contact arrangement. This slidingmovement of the movable contact 288 causes any oxidation or othercontaminants to be wiped off of the contact or engagement surfaces ofthe contacts 280, 282, 286 and 288.

The movable contact 288 is maintained in the neutral position by thebiasing element 290. Thus, movable contact 288 moves between a normal orrest position and a first actuating position in response to theclockwise rotation of the knob 270 of the operating member 261. Thus,the movable contact 288 has a movable engagement surface that isarranged and configured to move with the pivot shaft 272 when theoperating member 261 is operated. In other words, the movable engagementsurface of the movable contact 288 selectively moves into electricalengagement with the first stationary engagement surface of the firststationary contact 282 upon clockwise rotation of the knob 270 of theoperating member 261 to the first actuating or upshift position.

Likewise, the movable engagement surface of the movable contact 288selectively moves into electrical engagement with the second stationaryengagement surface of the second stationary contact 286 uponcounterclockwise rotation of the knob 270 of the operating member 261 tothe second actuating or downshift position.

The second electrical shift control switch 238 is fixedly coupled to theinner side wall of the brake lever bracket 30. The second electricalshift control switch 238 is either identical to the first electricalshift control switch 236 or the housing of the second electrical shiftcontrol switch 238 is modified to provided a more integrated housingcontrol switch. Preferably, the gripping body 40 of the brake leverbracket 30 forms a part of the housing of the second electrical shiftcontrol switch 238. Thus, other than the possible modification to thehousing of the second electrical shift control switch 238, the first andsecond electrical shift control switches 236 and 238 operate in anidentical manner. Of course, the second electrical shift control switch238 has its rotationally operating axis or pivot axis A3 oriented to besubstantially parallel the rotationally operating axis or brake pivotaxis A1 of the brake lever 32.

Third Embodiment

Referring now to FIGS. 22–28, a left hand side electrical shift andbrake control device 312L will now be explained that is mounted to thebicycle handlebar 14 in accordance with a third embodiment. The righthand side control device is essentially identical in construction andoperation to the left hand side electrical shift and brake controldevice 312L, except that they are mirror images. Thus, only the controldevice 312L will be discussed and illustrated herein.

Basically, the electrical shift and brake control device 312L isidentical to the electrical shift and brake control device 12L of thefirst embodiment, except that the electrical shift control switches 36and 38 of the first embodiment have been replaced with a pair ofelectrical shift control switches 336 and 338 in accordance with thisthird embodiment. In particular, the electrical shift control switches336 and 338 are identical to the electrical shift control switches 36and 38, except the electrical shift control switches 336 and 338 uses alinear sliding switch instead of a rotary switch. Accordingly, some ofthe parts of the third embodiment that are identical or substantiallyidentical will be given the same reference numerals as those used toexplain the first embodiment for the sake of brevity.

Thus, the electrical shift control switches 336 and 338 in accordancewith this third embodiment will now be explained as being installed onthe brake lever 32 and the brake lever bracket 30, respectively. In viewof the similarity between the first and third embodiments, thedescriptions of the parts of the third embodiment that are identical tothe parts of the first embodiment may be omitted for the sake ofbrevity.

Basically, the first electrical shift control switch 336 includes ahousing 360, an operating member 361 and an electrical contact assembly362 that is identical to the electrical contact assembly 62 discussedabove. The operating member 361 is slideably coupled to the housing 360and operatively coupled to the electrical contact assembly 362. Theelectrical contact assembly 362 mounted within the housing 360 andconfigured and arranged to be operated by the operating member 361. Asexplained below in more detail, the electrical shift control switch 336has a first actuating or upshift position, a second actuating ordownshift position and a neutral or rest position located between thefirst and second actuating positions. Accordingly, the electrical shiftcontrol switch 336 can be utilized for both upshifting and downshiftingof the derailleur 20. Of course, the electrical shift control switch 336can be utilized for both upshifting and downshifting the derailleur 16when the electrical shift control switch 336 is mounted on the righthand side control device.

Preferably, the housing 360 is constructed of two pieces. For example,the housing 360 as illustrated, includes a base 364 and a cover 366 thatis fixedly coupled to the base 364. The base 364 and cover 366 arepreferably constructed of a hard rigid material such as a hard rigidplastic material. The electrical contact assembly 362 is housed withinthe housing 360 between the base 364 and the cover 366 and electricallycoupled to the electrical conductors 54 a–54 c of the electrical cord54.

The operating member 361 protrudes out between the base 364 and thecover 366 of the housing 360 such that sliding movement of the operatingmember 361 causes the electrical contact assembly 362 to move from anormal or rest position to one of the two actuating positions asexplained below. In this embodiment, the operating member 361 extendsoutwardly past the outside edge of the brake lever 32 as seen in FIG.23. Thus, the rider can easily operate the electrical shift controlswitch 336 by sliding the operating member 361 up or down from thenormal or rest position. When the operating member 361 is movedvertically in an upward direction, an upshift signal is sent to thecycle computer 24 for upshifting the derailleur 20. When the operatingmember 361 is moved vertically in a downward direction, a downshiftsignal is sent to the cycle computer 24 for downshifting the derailleur20. Of course, the electrical shift control switch 336 can be utilizedfor both upshifting and downshifting the derailleur 16 when theelectrical shift control switch 336 is mounted on the right hand sidecontrol device.

The operating member 361 basically has a knob or button (user engagementelement) 370 with a toggle member 374 integrally formed with the knob370. Thus, the toggle member 374 is fixedly attached with the knob (userengagement element) 370 to move therewith. The inner end of the togglemember 374 is configured and arranged to operate the electrical contactassembly 362 in the same manner as the first embodiment. Accordingly,sliding movement of the knob 370 by the rider causes the toggle member374 to slide up or down therewith along a shift path S1. Preferably, theshift path S1 of the operating member 361 is parallel to the brake leveroperating plane P of the brake lever 32. Thus, the shift path S1 of theoperating member 361 is substantially perpendicular or orthogonallyarranged relative to the brake pivot axis A1.

The electrical contact assembly 362 preferably includes a common contactbar 380, a first stationary contact 382, a first movable (upshift)contact 384, a second stationary contact 386, a second movable(downshift) contact 388 and a biasing element 390 formed of a pair ofleaf springs 390 a and 390 b. Generally, when the first electrical shiftcontrol switch 336 is in a rest position, the toggle member 374 of theoperating member 361 is located centrally between the first and secondmovable contacts 384 and 388. In particular, the biasing element 390holds the toggle member 374 of the operating member 361 in a restposition between the first and second movable contacts 384 and 388.However, when the rider slides the knob 370 of the operating member 361along the shift path S1, this sliding movement causes the toggle member374 to slide against one of the movable contacts 384 and 388. Thissliding movement of the toggle member 374 causes one of the movablecontacts 382 and 388 to be deflected such that the deflected movablecontact directly contacts the corresponding one of the stationarycontacts 382 and 386. More specifically, when the knob 370 of theoperating member 361 is moved in a vertically upward direction, thetoggle member 374 deflects the first movable contact 384 such that thefirst movable contact 384 contacts the first stationary contact 382.Thus, an electrical connection is made between the first stationarycontact 382 and the first movable contact 384 such that an upshiftcontrol signal is sent to the cycle computer 24, which in turn operatesthe derailleur 20 to cause an upshift to occur. If the knob 370 of theoperating member 361 is moved in a vertically downward direction, adownshift of the derailleur 20 occurs. In particular, sliding movementof the knob 370 of the operating member 361 causes the toggle member 374to deflect the second movable contact 388 against the second stationarycontact 386 to result in an electrical connection therebetween. Thiselectrical connection causes a control signal to be inputted into thecycle computer 24 such that a downshift control signal is sent to thederailleur 20. Of course, the electrical shift control switch 336 can beutilized for both upshifting and downshifting the derailleur 16 when theelectrical shift control switch 336 is mounted on the right hand sidecontrol device.

The cycle computer 24 is electrically coupled to the first electricalshift control switch 336 via the electrical cord 54. In particular, oneof the first electrical conductors 54 a of the electrical cord 54 iselectrically connected to the common contact bar 380. One of the secondelectrical conductors 54 b of the electrical cord 54 is electricallyconnected to the first stationary contact 382, while one of the thirdelectrical conductors 54 c of the electrical cord 54 is electricallyconnected the second stationary contact 386. When the first contacts 382and 384 are touching, the first conductor 54 a is electrically connectedto the second electrical conductor 54 b to transmit an upshift controlsignal to the cycle computer 24. On the other hand, when the secondcontacts 386 and 388 are touching, the first conductor 54 a iselectrically connected to the third electrical conductor 54 c totransmit a downshift control signal to the cycle computer 24.

Basically, the contacts 382, 384, 386 and 388 are constructed andoperate in the same manner as the contacts 82, 84, 86 and 88 of thefirst embodiment. Thus, the descriptions of the contacts 82, 84, 86 and88 of the first embodiment apply to the contacts 382, 384, 386 and 388.Likewise, the biasing element 390 is constructed and operates in thesame manner as the biasing element 90 of the first embodiment. Thus, thedescription of the biasing element 90 of the first embodiment applies tothe biasing element 390.

The second electrical shift control switch 338 is fixedly coupled to theinner side wall of the brake lever bracket 30 to side along a shift pathS2. Thus, the shift path S2 of the operating member 361 is substantiallyperpendicular or orthogonally arranged relative to the brake pivot axisA1. The second electrical shift control switch 338 is either identicalto the first electrical shift control switch 336 or the housing of thesecond electrical shift control switch 338 is modified to provided amore integrated housing control switch. Preferably, the gripping body 40of the brake lever bracket 30 forms a part of the housing of the secondelectrical shift control switch 338. Thus, other than the possiblemodification to the housing of the second electrical shift controlswitch 338, the first and second electrical shift control switches 336and 338 operate in an identical manner. Of course, the second electricalshift control switch 338 has its slides in a different direction fromthe first electrical shift control switch 336.

General Interpretation of Terms for the Embodiments

As used herein, the following directional terms “forward, rearward,above, downward, vertical, horizontal, below and transverse” as well asany other similar directional terms refer to those directions of abicycle equipped with the present invention. Accordingly, these terms,as utilized to describe the present invention should be interpretedrelative to a bicycle equipped with the present invention.

The terms of degree such as “substantially”, “about” and “approximately”as used herein mean a reasonable amount of deviation of the modifiedterm such that the end result is not significantly changed. These termsshould be construed as including a deviation of at least ±5% to 10% ofthe modified term if this deviation would not negate the meaning of theword it modifies. The term “actuating position” as used herein means astate in which an electrical connection is formed by an orientation ofan operation member. The term “neutral position” as used herein means astate in which an electrical connection is not formed by an orientationof an operation member.

While only selected embodiments have been chosen to illustrate thepresent invention, it will be apparent to those skilled in the art fromthis disclosure that various changes and modifications can be madeherein without departing from the scope of the invention as defined inthe appended claims. Furthermore, the foregoing descriptions of theembodiments according to the present invention are provided forillustration only, and not for the purpose of limiting the invention asdefined by the appended claims and their equivalents.

1. A shift and brake control device comprising: a brake lever bracketconfigured to be mounted to a handlebar; a brake lever coupled to thebrake lever bracket, the brake lever being arranged and configured tomove from a rest position substantially toward the handlebar along abrake operating plane to a braking position, the brake lever having arear surface facing substantially toward the handlebar; and anelectrical shift control switch mounted to the brake lever, theelectrical shift control switch including an operating member arrangedand configured to move in a linear sliding manner between a firstrelative position and a second relative position, the electrical shiftcontrol switch being attached to the rear surface of the brake lever. 2.The shift and brake control device according to claim 1, wherein theelectrical shift control switch is arranged and configured such that thefirst and second relative positions correspond to first and secondactuating positions, respectively.
 3. The shift and brake control deviceaccording to claim 2, wherein the electrical shift control switch isfurther arranged and configured to include a neutral position locatedbetween the first and second actuating positions, the operating memberbeing further arranged and configured to move between the neutralposition and the first and second actuating positions.
 4. The shift andbrake control device according to claim 3, wherein the electrical shiftcontrol switch further includes a biasing element arranged andconfigured to urge the operating member to the neutral position.
 5. Theshift and brake control device according to claim 1, wherein theoperating member of the electrical shift control switch is arranged andconfigured to project laterally and outwardly from a longitudinal sideedge of the brake lever.
 6. The shift and brake control device accordingto claim 5, wherein the operating member of the electrical shift controlswitch is arranged and configured to slide along a longitudinaldirection of the brake lever.
 7. The shift and brake control deviceaccording to claim 1, further comprising an additional electrical shiftcontrol switch mounted to the brake lever bracket.
 8. The shift andbrake control device according to claim 7, wherein the additionalelectrical shift control switch includes an additional operating memberthat is arranged and configured to operate substantially identically asthe operating member of the electrical shift control switch mounted tothe brake lever.
 9. The shift and brake control device according toclaim 1, wherein the operating member of the electrical shift controlswitch includes a user engagement element with a toggle member fixedlyattached thereto that is configured and arranged to selectively move apair of movable contacts into engagement with a pair of stationarycontacts, respectively.
 10. The shift and brake control device accordingto claim 1, wherein the brake lever includes a pair of outer lateralsurfaces that are substantially parallel to the brake operating planeand the operating member includes a user engagement element that atleast partially projects away from the brake operating plane beyond oneof the outer lateral surfaces.
 11. The shift and brake control deviceaccording to claim 10, wherein the electrical switch is locatedcompletely between the pair of outer lateral surfaces of the brakelever, except that user engagement element at least partially projectsaway from the brake operating plane beyond one of the outer lateralsurfaces.
 12. A shift and brake control device comprising: a brake leverbracket configured to be mounted to a handlebar; a brake lever coupledto the brake lever bracket; and an electrical shift control switchincluding an operating member, the electrical shift control switch beingat least one of mounted to the brake lever with the operating member ofthe electrical shift control switch arranged and configured to move in alinear sliding manner between a first actuating position and a secondactuating position, and mounted to the brake lever bracket with theoperating member of the electrical shift control switch arranged andconfigured to move in a linear sliding manner relative to the brakelever bracket between a first actuating position and a second actuatingposition, the electrical shift control switch including a firststationary contact having a first stationary engagement surface, a firstmovable contact having a first movable engagement surface, the firstmovable contact being arranged and configured to be moved by theoperating member such that the first movable engagement surface movesinto electrical engagement with the first stationary engagement surfaceupon movement of the operating member to the first actuating position, asecond stationary contact having a second stationary engagement surface,and a second movable contact having a second movable engagement surface,the second movable contact being arranged and configured to be moved bythe operating member such that the second movable engagement surfacemoves into electrical engagement with the second stationary engagementsurface upon movement of the operating member to the second actuatingposition.
 13. The shift and brake control device according to claim 12,wherein the electrical shift control switch further includes a biasingelement arranged and configured to urge the operating member to aneutral position.
 14. The shift and brake control device according toclaim 12, wherein the electrical shift control switch further includes aclicking structure arranged and configured to produce an audible soundupon selective movement of the operating member to either of the firstand second actuating positions.
 15. The shift and brake control deviceaccording to claim 12, wherein the first movable contact is arranged toremain stationary relative to the operating member when the secondmovable contact is moved, and the second movable contact is arranged toremain stationary relative to the operating member when the firstmovable contact is moved.
 16. The shift and brake control deviceaccording to claim 12, wherein the electrical shift control switch ismounted to the brake lever.
 17. The shift and brake control deviceaccording to claim 16, wherein the first movable contact is arranged toremain stationary relative to the operating member when the secondmovable contact is moved, and the second movable contact is arranged toremain stationary relative to the operating member when the firstmovable contact is moved.
 18. The shift and brake control deviceaccording to claim 16, wherein the operating member of the electricalshift control switch includes a user engagement element with a togglemember fixedly attached thereto that is configured and arranged toselectively move a pair of movable contacts into engagement with a pairof stationary contacts, respectively.
 19. The shift and brake controldevice according to claim 16, wherein the brake lever is arranged andconfigured to move from a rest position substantially toward thehandlebar along a brake operating plane to a braking position, the brakelever having a rear surface facing substantially toward the handlebar;and the electrical shift control switch is attached to the rear surfaceof the brake lever.
 20. The shift and brake control device according toclaim 19, wherein the operating member of the electrical shift controlswitch is arranged and configured to project laterally and outwardlyfrom a longitudinal side edge of the brake lever.
 21. The shift andbrake control device according to claim 16, wherein the operating memberof the electrical shift control switch is arranged and configured toproject laterally and outwardly from a longitudinal side edge of thebrake lever.
 22. A shift and brake control device comprising: a brakelever bracket configured to be mounted to a handlebar; a brake levercoupled to the brake lever bracket; and an electrical shift controlswitch including an operating member, the electrical shift controlswitch being at least one of mounted to the brake lever with theoperating member of the electrical shift control switch arranged andconfigured to move in a linear sliding manner relative to the brakelever between a first relative position and a second relative position,and mounted to the brake lever bracket with the operating member of theelectrical shift control switch arranged and configured to move in alinear sliding manner relative to the brake lever bracket between afirst relative position and a second relative position; the operatingmember of the electrical shift control switch includes a user engagementelement with a toggle member fixedly attached thereto that is configuredand arranged to selectively move a pair of movable contacts intoengagement with a pair of stationary contacts, respectively.
 23. Theshift and brake control device according to claim 22, wherein theelectrical shift control switch is fixedly mounted to the brake lever.24. The shift and brake control device according to claim 23, whereinone of the movable contacts is arranged to remain stationary relative tothe operating member when the other of the movable contacts is moved.25. A shift and brake control device comprising: a brake lever bracketconfigured to be mounted to a handlebar; a brake lever coupled to thebrake lever bracket to move along a brake operating plane, the brakelever having a pair of outer lateral surfaces that are substantiallyparallel to the brake operating plane; and an electrical shift controlswitch mounted to the brake lever, the electrical shift control switchincluding an operating member arranged and configured to move in alinear sliding manner between a first relative position and a secondrelative position relative to the brake lever, the operating memberincludes a user engagement element that at least partially projects awayfrom the brake operating plane beyond one of the outer lateral surfaces.26. The shift and brake control device according to claim 25, whereinthe electrical switch is located completely between the pair of outerlateral surfaces of the brake lever, except that user engagement elementat least partially projects away from the brake operating plane beyondone of the outer lateral surfaces.